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98-12-11: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Model 3101 airplanes. This AD requires modifying the emergency hydraulic hand-pump by increasing the length of the access aperture. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent difficulty accessing the emergency hydraulic hand-pump because of the current design, which, in the event of a hydraulic system failure, could result in the inability to operate the flaps and landing gear.
94-24-11: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. Model 206A, 206B, 206L, 206L-1, and 206L-3 helicopters, that requires a one-time inspection for cracks in the tail rotor drive shaft hanger bearing support brackets (brackets), and repair or replacement, as necessary. This amendment is prompted by reports of cracks in the bend radius of the brackets. The actions specified by this AD are intended to prevent misalignment of the tail rotor drive shaft, failure of the tail rotor drive shaft system, loss of control of the tail rotor, and subsequent loss of control of the helicopter.
2005-19-25: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires repetitive eddy current inspections for cracks of the countersunk rivet holes in the lower lobe, adjacent to the radio altimeter cutouts; additional inspections, for certain airplanes, for cracks and/or corrosion; and further investigative and corrective action if any crack is found. This AD also provides an optional terminating action for the repetitive inspections. This AD results from reports of cracks in the fuselage skin of the lower lobe. We are issuing this AD to detect and correct fatigue cracks of the countersunk rivet holes, which could result in cracks of the fuselage skin of the lower lobe, and consequent rapid depressurization of the cabin.
47-51-07: 47-51-07 CURTISS-WRIGHT Applies to all C-46 Series aircraft. Compliance required not later than March 1, 1948, and each 1,000 hours of operation thereafter. Inspect the landing gear drag strut support structure inside nacelle to determine if landing gear drag strut No. 20-720-1018 attaching bolts at the 70 percent spar have loosened and if angle assembly 20-720-1024-1 and bulkhead assemblies 20-720-1021-1 and 20-720-1023-6 are loose. All defective parts, loose or sheared attachment rivets should be replaced and loose bolts tightened. To accomplish the above, it is necessary to remove one outer panel or provide an access door in order to gain access to the interior of the center panel. (Curtiss-Wright Service Information Letter No. 735 dated August 20, 1947, covers an acceptable wing panel door installation.)
48-44-02: 48-44-02 CURTISS-WRIGHT Applies to all C-46 Series aircraft. Compliance required at original certification and at every 7,500 hours of operation thereafter, or at the approved airframe overhaul period for air carriers. Check the center wing-to-fuselage attachment bolts, P/N AN 8-23A, AN 8-25A, and AN 8-31A, to determine that they are properly torqued. The proper torque value for these bolts is between 480 to 690 inch-pounds as per Curtiss-Wright Drawing No. 20-230-1000. For access to the 30 percent spar fitting, a 1 1/2-inch diameter hole can be cut in the wing center section lower skin beneath the fitting, just forward of the beam, and far enough inboard so that the resultant opening will be completely covered upon reinstallation of the wing foot fairing. This supersedes AD 47-51-06.
2005-19-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-301, -321, -322, -341, and -342 airplanes; and Model A340-200 and A340-300 series airplanes. This AD requires repetitive inspections for cracks of the inboard lower flange and radius of the left- and right-hand outboard floor beams at frame (FR) 48, and related investigative and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. This AD results from reports that cracks were found during fatigue tests at the attachment between the canted lower flange of the floor beam and the pressure diaphragm in front of FR48 on both left- and right-hand floor beams; and that an additional crack was found in the flange radius of the floor beam. We are issuing this AD to detect and correct such cracking, which could propagate and result in reduced structural integrity of the fuselage.
49-46-01: 49-46-01 DOUGLAS: Applies to All Models DC-4 and DC-6 Aircraft Equipped With Vacuum systems, Incorporating Oil Separators Other Than the Type Mentioned in Item 2.\n\n\tTo be accomplished not later than April 1, 1950.\n\n\tTo guard against the possibility of excessive air temperatures in the vacuum system discharge line, one of the following modifications must be accomplished to this system:\n\n\t1.\tInstall a fusible plug in the side of the vacuum pump discharger port at the right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tim and 32.2 percent cadmium, which has a melting point of 351 degrees F. Figure 2 describes the design of such a plug. The 3/8-inch fusible plug fitting is intended for pumps such as the Model 3P-211 and 3P-485. For smallerpumps such as the 3P-207, and AN 840-6D fitting, incorporating the same modification as shown below, should be used. Incorporation of an overboard drain line clamped to the fusible plug is recommended but is not mandatory.\n\n\n\n\n\tBrass fittings of the same design as the above dural fittings are acceptable. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being out of the adapter as high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it issues from the adapter.\n\n\t2.\tReplace the present oil separator with a new oil separator, Genisco No. 40081 or equivalent. The new separator incorporates a pressure relief valve and can be disassembled for cleaning.\n\n\t(Douglas Service Letter A-129-T-1271/WB-11-Q-4, dated April 1, 1949, covers this same modification.)
2005-18-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires modification of the splice plate assemblies installed under the floor panels at the forward and aft edges of the cabin aisle. This AD results from reports of cracking of the aluminum splice plates under the floor panels in the cabin aisle. We are issuing this AD to prevent loss of the capability of the cabin floor and seat track structure to support the airplane interior inertia loads under emergency landing conditions. Loss of this support could lead to galley or seat separation from attached restraints, which could result in blocking of the emergency exits and consequent injury to passengers and crew.
49-15-01: 49-15-01 AERONCA: Applies to All Models 11AC, S11AC and 11BC Aircraft. To be accomplished not later than July 1, 1949. In order to prevent the seat belt anchorage from failing during crash landings, it has been found necessary to modify the seat installation as follows: 1. If there is no need for an adjustable seat, the rear sliding lugs on each side of the seat should be bolted to the slide tube using 3/16- or 1/4-inch diameter AN bolts. 2. If the seat is to remain adjustable, two 1/8 7 x 19 steel snare cables looped around each end of the seat frame cross tube and the lower end of the vertical slide fuselage tube located aft of the seat should be installed so that they will be taut with the seat in the most forward position. Any approved type cable clamp may be used for joining the ends of the cable. (Aeronca Helps and Hints No. 42 covers this same subject.) This supersedes AD 49-13-01.
92-15-07: 92-15-07 TEXTRON LYCOMING: Amendment 39-8301. Docket No. 91-ANE-40. Supersedes AD 87-11- 09, Amendment 39-5902. Applicability: Textron Lycoming LTS101 series turboshaft and LTP101 series turboprop engines installed on but not limited to Aerospatiale AS350, Bell 222, and MBB BK117 helicopters; and Piaggio P166-DL3, Airtractor AT302, and Cessna 421 airplanes. Compliance: Required as indicated, unless accomplished previously. To prevent fracture of the integrally cast power turbine (PT) rotor blade, which can result in engine power loss and uncontained engine failure, accomplish the following: (a) Perform a Type I, Method C fluorescent penetrant inspection of Part Number (P/N) 4-141-070-XX and P/N 4-143-010-XX PT rotors installed in engines, in accordance with the procedures in Textron Lycoming Service Bulletin (SB) Number LT 101-72-00-0093, Revision 5, dated January 15, 1990, as follows: (1) Inspect for PT rotor blade cracks within 50 hours time in service (TIS) or 300 PT cycles in service (CIS), whichever occurs first, since accomplishing the last inspection performed in accordance with AD 87-11-09. (2) Thereafter, reinspect for PT rotor blade cracks at intervals not to exceed 50 hours TIS or 300 PT CIS, whichever occurs first, since the last Type I, Method C fluorescent penetrant inspection performed in accordance with paragraph (a) of this AD. (3) Remove from service prior to further flight, cracked PT rotors found during the inspections required by paragraphs (a)(1) and (a)(2) of this AD. Prior to returning to service, replace with a serviceable PT rotor. NOTE: For information on PT rotor cycle and counting methodology consult the latest revision to Textron Lycoming SB No. LT 101-71-00-0002. (b) Perform a Type I, Method D fluorescent penetrant inspection of P/N 4-141-070-XX and P/N 4-143- 010-XX PT rotors prior to installation into a PT module or prior to returning to service, in accordance with Textron Lycoming SB No. LT 101-72-00-0093, Revision 5, dated January 15, 1990. Cracked PT rotors found during this fluorescent penetrant inspection shall not be returned to service and must be replaced with a serviceable PT rotor. (c) For PT rotors P/N 4-141-070-XX and P/N 4-143-010-XX installed in LTS101-650C-3, LTS101- 650C-3A, and LTS101-750C-1 series engines, avoid continuous operation at certain PT operating speeds in accordance with Textron Lycoming SB Number LTS 101C-72-00-0131, dated September 17, 1990, Bell Helicopter Textron Alert SB 222U-90-30, dated December 21, 1990, and Alert SB 22-90-57, dated December 21, 1990, within 20 hours time in service, after effective date of this AD, as follows: (1) Avoid continuous engine operation at 97% to 98.5% power turbine (Np) speed, including autorotation and single engine operation. Operation in this speed range is only permitted for topping checks and when operations in this range are necessary to maintain safe flight. (2) Install a cockpit tachometer decal and add the temporary rotorcraft flight manual supplement in accordance with applicable Bell Helicopter Textron ASB No. 222U-90-30 or Bell Helicopter Textron ASB No. 222-90-57, as applicable. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Engine Certification Office, FAA, Engine and Propeller Directorate. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The PT rotor inspection and removal criteria, the establishment of the PT rotor speed operation avoidance ranges, rotorcraft modification, and rotorcraft flight manual revisions shall be accomplished in accordance with the following service bulletins: DOCUMENT NO. PAGES ISSUE/REVISION DATE Textron Lycoming SB LT 101-72-00-0093 1-4 Revision 5 1-15-90 including Commercial Service Letter CSL 063 R-1 1-2 Revision 1 5-31-91 Textron Lycoming SB LTS 101C-72-00-0131 1-2 Original 9-17-90 Bell Helicopter Textron Alert SB 222-90-57 1-4 Original 12-21-90 Bell Helicopter Textron Alert SB 222U-90-30 1-4 Original 12-21-90 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5. U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Textron Lycoming, Technical Publications, Department 30V, 550 South Main Street, Stratford, Connecticut 06497, and Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. Copies may beinspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. (g) This amendment becomes effective on September 2, 1992.